Air-valve for fluid-pressure brake systems.



F; H. WEIMER. 1 MR VALVE FOE FLUID PRESSURE BRAKE SYSTEMS. APPLICATION FILED JAN. 22. 1917.

Patented Nov. ,5, 1918.

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AIR VALVE FOR FLUID PRESSURE BRAKE SYSTEMS.-

APPLSCATION mm mm. 22, 1911.

Patented Nov. 5, 1918,

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Am VALVE FOR Hum rmzssune BRAKE SYSTEMS.

APPLICATION mt'u JAN. 22. 1911.

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F. H, WEN/1m. AIR VALVE FOR FLUID PRESSURE BRAKE SYSTEMS.

APPLICATION FILED 1AN422I 19H.

Patented Nov. 5,1918

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a main reservoir FRANK 1H. WEIMER, 0F NOGALES, ARIZONA.

AIR-VALVE FOR FLUID-PRESSURE BRAKE SYSTEMS.

Specification of Letters Patent.

Fatented Norah, 1918...

Application filed January 22, 1917. Serial No. 1%,622.

air-valves for fluid-pressure brake systems,

and more particularly to combine automatic and straight air valves such as are usually operated by compressed air and designed for use on railroad cars and locomo tives and either operated automatically by the reduction of air in the train brake pipe pressure and using the auxiliary reservoir air pressure in by increasing the normal tldllllllukQ-Plpe pressure and; using straight air from the of the locomotive direct to the brake-cylinder.

The object of my invention is to provide a positive acting automatic and straight air valve for setting brakes, with straight air or automatically, by increasing or reducing the normal train-pipe air-pressure through the medium of the englneers valve.

A further object is to provlde an imf proved valve of the class or type above described, whereby the held, and released at the will of the engineer, applying the brakes by the use .of straight air and at the same time applying them automatically in the event of a break in the train pipe or hose.

A further object of my invention is to provide a valve which is simple, inexpensive, and durable in construction and easy and efiective in operation.

1 My invention consists in the several features and in the construction, combination, and arrangement of the features as more fully hereinafter described and claimed.

Referring to the drawings, Figure 1 is a central longitudinal section, showing the several parts of the valve in the relative positions they assume when the air 1s released; Fig. 2, a central longltudlnal section, showing the several partsof the valve in the relative ositions they assume when straight airis being used; Fig. 3, a central longitudinal section, showing the several parts of the valve in the relative positions they assume when the valve is in the position known as the holding position; t, a central the well-knownmanner, or

brake may be applied,

ates.

longitudinal section, showing the several parts of the valve in the relative positions they assume when automatically operated in the event that a break occurs in the train pipe or hose; Fig. 5, a cross-section on the line 5 5 of Fig. 1, showingparticularly the straight air and exhaust or relief parts; Fig. 6, a cross-section on the line 6 6 Fig. 2; Fig. 7, a side elevation ofthe slide valve; Fig. 8, a bottom plan view of the slide valve; Fig. 9, a top plan view of the slide valve; Fig. 10, a cross-section of the valve; Fig. 11, an end view of the piston-rod; Fig. 12, an end view of the flangecap; and Fig. 13, a bottom plan view of the slide valve in a retarded released position. a a

In the drawings, in which similar reference characters denote corresponding parts throughout the several views, 1 represents the inclosing casing of the valve, made preferably in two hollow parts, 2 and 3, secured together by means of bolts and provided with a screw-cap 5 at one end and a screwplug 6 at the other end, having a plurality of air-holes or apertures 7 leading to the.

auxiliary reservoir.

The hollow part 3 of the casing is provided with a strong spiral spring 8, seated at its inner end in a slidable cap 9, and its outer end abutting against a screw-plug 10,

which is adaptedto be adjusted in order to regulate the tension or strength of the spiral spring 8.

The hollow part 2 oi? the casing is pro vided with aflanged cap 11 at its outer end, which is provided with a plurality of air holes or apertures 12, normally seated against a shoulder 13 of the part 2 and held against the shoulder by means of a spiral spring 141:.

At the upper portion of the part 2 an angular by-pass or passage 15 is provided and at the lower portion is provided an angular by-pass or passage 16, partly formed in the parts 2 and 3.

An air-chamber 17 lower portion of the part 2, whichreceives compressed air from the train-pipe (not shown), and chamber 18, in which the piston-head to be hereinafter described oper- A horizontal passage 19, for the passage of compressed air to and from the brake;

cylinder, is provided in the lower portion of part 2, and 20 is a vertical port it COH1m11- nicating with the passage 19, which is pro is provided in the train-pipe pressure, through the instrumensurface "of the chamber vided with a plug-valve 21 for closing the port 20 when desired. An exhaust-port 20" is provided in the part 2, which is'o'pen to the outer air. I o

A piston 22 is provided which comprises a head 23;.sl-ida-bly mounted in chamber-18,

or flanged and of air-holes or liquid=tight joint.

Theslidablelvalve 28 is provided with a port"32, adapte'dtoiregister with the port 20 when straight air'is'used," (see Fig. 2,) a central cavity 33, the port 20:andexhaustport 20 (see Fig.

1,) anda'port -34, adapted to register with the port- '20 automatically and open comma nication between the auxiliary reservoir (not showniwhich-is secured at the right-hand end of the part 2 of the inclosing casing;

Theoperationis" as follows: When the normal train -pipe pressure is increased,

through the instruinentality of the engineers valve, to set the brakes, air passes from the train-pipe through chamber 17 and by-p'ass. 16- to cylinder- 18, pushing piston 24 anduncoveringgroove-l5, allowing air to pass around the piston-head freely, and a part ofthe volume of air passes through air-holes27, 12 and '7 'to'th'e auxiliary reservoir at the left. .When piston 23 lS'lllOVGd ahead, uncovering groove "15, slide-valve- 28 is also moved aheadyconnecting passage '32 in the slide-valve 28 with passage20 in casing 1,:Fig/2, thereby openingup. free pas-' sageifor air from the train-pipe: through the passage 19'to'thebrake-cylinder. When the engineer has sufficient pressure on the brakes,- and wishes to hold them, he reduces the tality of'the engineer svalVe, when equalization takes place, the spring 1% forcing slidevalve 28 back far enough to breakconnec tions between passages '32'and 20, but not far-enough to permit the groove'33-to con-1 ,nect passagep20 with exhaust; 20, thereby holding. air in the brake-cylinder and auxiliar reservoir see'Fi z'3 "When theengineer desires to release the brakes, he 're'- duces the train-pipe pressure and the piston I 22 and slide-valve 28 are moved back to 'ref lease position, as shown in Fig. 1, but will not passrelease withany ordinary reduction of the traiirpipe pressure, as spring 'S' is part 2 of the casing,-

adapted to register, with pressure when the slide valve will move I ahead past the release position, when a slight-reduction will movethe slide-valve back to release. It is cvident that it is bet:- ter to use straight air in all cases of ordinary applications' of the brakes, the automatic 'air to be conserved in reservoirsto be applied in the event of an accident to the train pipe or hose. It is obviousthat a slight reduction of the train-pipe air pressure'when the valve is in straightair lap position Willcause the piston 22 and slide-.valve'28 to moveback to release position on the frontcars, where the force of the reduction is greatest. I yield a little and allow cavity 33to overlap or choke passages 20 and 20, Fig. 13, resulting in a restricted release, but atthe rear cars, where the reduction is less, slidevalve'28 will be stopped at normal release.

I do-not wish to be understood as limiting myself to the specific details ofconstruction as shown and described, as the same may be modified Without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is 1. In an air-brake" system,a casing having a chamber withvertical ports and a slidable spring-controlled flanged capprojecting within said chamber, a piston also-mounted in said chamber having anend adapted to contact-withand to slide said=flauged cap, a slide-valve-m-ounted' in said piston chamber having a laterally-extending port in its under surface and two vertical ports adapted to register and communicate with-the vertical ports of the casing.

2. In an air-brake system, a casing having a chamber With*ports, a piston mounted in said chamber provided with'a valve having two circu'lar'portsextending entirely therethrough, one being substantially vertical and the other curved, and a single elongated curved portformed in the under surface thereof, said circular ports each adapted to register and communicate with one of the ports of the said chamber, and the single upwardlycurved port adapted to simultaneously register with both of the ports of the said chamber, "said piston and valve being subject to the variations in the train-pipe Spring :8 will partly.

me ane air-pressure and adapted to release air on the reduction of the air-pressure in the trainpipe and a restricted exhaust on a further reduction of the air-pressure in the trainpipe.

3. In an air-brake system, a casing having outer-air and brake-cylinder ports, one substantially vertical and the other curved, lay-pass ports, communicating chambers, a piston havinga head mounted in one of said chambers which regulates the opening and closing of one of the by-pass ports, and a stem mounted in the other chamber, a valve mounted in said piston-stem and provided with ports which register and communicate only with the outer air and brake-cylinder ports of the casing.

4. In an air-brake system, a casing having a chamber with substantially vertical ports, a piston mounted in said chamber provided with a slide-valve having at one side thereof two substantially vertical circular ports extending entirely through-said valve and a single laterally-extending elongated port formed in the under surface of said valve, said annular ports adapted to communicate with the two vertical ports of the chamber and said single elongated port adapted to register and communicate simultaneously with both of the substantially vertical ports of the said chamber, said piston and valve being subject to the variations in the trainpipe air pressure and adapted to release air a on the reduction of air-pressure in. the

train-pipe and a restricted exhaust on a :Eur-

ther reduction of the air-pressure of the train-pipe In testimony whereof l a my signature in the presence of two witnesses.

HANK H. WEJIMER.

Witnesses:

JAMES K0 Pom, Jae. H. Bmcnwoon.

Copies of this patent may be obtained for five cents each, by addrcming the Uommissioner of Patents,

ashington, D. U. 

